JPH0518445A - Automatic transmission - Google Patents

Abstract

PURPOSE:To construct a six-gearing position transmission in a small size by installing three gears on a main shaft, three on an intermediate shaft, and two on a driving shaft, by interposing three clutches in the main shaft and two, one of them being of one-way type, in the driving shaft, and by generating interlocking motions with respective gears. CONSTITUTION:A turbine 4 of a torque converter 3 in direct coupling with an output shaft 2 is left operating as specified to generate transmission from a sprocket 45 on an input shaft 44 to a sprocket 47 on the main shaft 5 via a chain 46, and thus the main shaft 5 is rotated. Three clutches 6, 17, 31 are interposed in the main shaft 5, while two clutches 14, 21 interposed in the driving shaft 12, the latter 21 being of one-way type. Gears 7, 22 with possibility of idling are installed on a ring-form shaft portion 8 of the main shaft 5, while a gear 15 is mounted on a ring-form shaft 16, gears 10, 18, 24 on an intermediate shaft 9, and gears 13, 19 on the driving shaft 12. Through selective operation of these clutches, the gear shifting with six positions forwarding and one position reversing can be obtained using eight gears and four clutches in total, and thereby the whole device can be embodied small.

Description

【発明の詳細な説明】Detailed Description of the Invention 【産業上の利用分野】[Industrial applications]

【０００１】この発明は、エンジン横置前２輪（又は後
２輪）駆動車用の６速の自動変速機の改良に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a 6-speed automatic transmission for a front two-wheel (or two rear-wheel) drive vehicle with an engine placed horizontally.

【従来の技術】[Prior Art]

【０００２】エンジン横置前２輪駆動車に、３軸型自動
変速機を応用する場合、出願番号特願平３−１４２２５
５号の明細書及図面に記載された実施例のように、直列
６気筒エンジンの応用は其限られた幅スペースからして
無理である問題点があつた。When a three-axis automatic transmission is applied to a two-wheel drive vehicle with horizontal engine, application number Japanese Patent Application No. 3-14225.
As in the embodiment described in the specification and drawings of No. 5, the application of the in-line 6-cylinder engine has a problem that it is impossible due to its limited width space.

【発明が解決しようとする課題】[Problems to be Solved by the Invention]

【０００３】この発明は、直列６気筒エンジンの横置及
トルクコンバータの配置は在来と同様とし、しかも車中
心線に近い位置で左右前車輪駆動用のプロペラシヤフト
を配置出来る６速の自動変速機を得る事を目的としてい
る。According to the present invention, the in-line 6-cylinder engine has a horizontal torque converter arranged in the same manner as the conventional one, and a 6-speed automatic transmission in which propeller shafts for driving the left and right front wheels can be arranged near the center line of the vehicle. The purpose is to get the opportunity.

【課題を解決するための手段】[Means for Solving the Problems]

【０００４】以下、この発明を図面について説明する。
図１は、この発明の自動変速機の第１実施例を示す正断
面図（１部概略図）であり、図２は其変速制御回路図で
ある。前傾して左右取出軸（５５）（５６）の後方に配
置された、エンジン（１）の出力軸（２）に直結したト
ルクコンバータ（３）のタービン（４）は右側で入力軸
（４４）同体の入力スプロケツト（４５）がチエーン
（４６）を介して主軸（５）上の出力スプロケツト（４
７）が主軸（５）を連動駆動し、Ａクラツチ（６）を介
して駆動する、Ａギヤ（７）（歯数１７）が、環状軸
（８）上にて遊転可能に設けられ、中軸（９）上にて同
体に設けられたＢギヤ（１０）（歯数４１）を経由し
て、環状軸（１１）を介し遊転可能に駆動軸（１２）上
に設けられたＣギヤ（１３）（歯数４６）に連動し、Ｂ
クラツチ（１４）を介して作動する。Ｄギヤ（１５）
（歯数１７）は同じく遊転可能に環状軸（１６）上に設
けられ、Ｃクラツチ（１７）を介して作動する。Ｅギヤ
（１８）（歯数２３）は中軸（９）に同体に設けられ、
Ｆギヤ（１９）（歯数３７）は駆動軸（１２）上にて、
環状軸（２０）を介して遊転可能に設けられ、ワンウエ
イクラツチ（２１）を介して駆動軸（１２）に作動す
る。Ｇギヤ（２２）（歯数３０）は遊転可能に環状軸
（２３）を介して主軸（５）上に設けられ、中軸（９）
上に同体に設けられたＨギヤ（２４）（歯数２０）に連
動する。主軸（５）と中軸（９）及駆動軸（１２）は互
いにすべて平行に設けられ、ケース（３０）内にコンパ
クトに収容されている。駆動軸（１２）と中軸（９）と
の軸間距離は、中軸（９）と主軸（５）との軸間距離の
１．５倍であり（図示例）これらの３軸は、必ずしも同
一平面上でなく配置する事により小型化出来る外、設計
の自由度を向上する。Ｂクラツチ （１４）は他のクラ
ツチより大径化するが、駆動軸（１２）上のクラツチは
１個丈となり、装置の小型軽量化に役立つ。駆動軸（１
２）の左側には切替装置（４８）が設けられ、大サンギ
ヤ（２５）が長ピニオン（２６）を介して、ラビニヨウ
式遊星歯車装置のケース（３０）に固定されたリングギ
ヤ（２７）により正転の減速作用をキヤリヤ（２８）を
介して環状の副軸（２９）に与える。キヤリヤ（２８）
上の短ピニオン（５７）は小サンギヤ（５８）を介し
て、切替装置（４８）を右方へ移動して、逆転の減速作
用をキヤリヤ（２８）を介して得られる。The present invention will be described below with reference to the drawings.
FIG. 1 is a front sectional view (a schematic diagram of a part) showing a first embodiment of an automatic transmission according to the present invention, and FIG. 2 is a shift control circuit diagram thereof. The turbine (4) of the torque converter (3) directly leaning to the output shaft (2) of the engine (1), which is disposed rearward of the left and right extraction shafts (55) (56), is located on the right side of the input shaft (44). ) The contiguous input sprocket (45) is routed through the chain (46) to the output sprocket (4) on the spindle (5).
An A gear (7) (the number of teeth is 17), in which (7) drives the main shaft (5) in an interlocking manner and drives through the A clutch (6), is provided so as to be free to rotate on the annular shaft (8), The C gear provided on the drive shaft (12) so as to be freely rotatable via the annular shaft (11) via the B gear (10) (41 teeth) provided integrally on the center shaft (9). (13) In conjunction with (number of teeth 46), B
It operates via the clutch (14). D gear (15)
(17 teeth) is likewise rotatably mounted on the annular shaft (16) and operates via the C clutch (17). The E gear (18) (23 teeth) is provided integrally with the center shaft (9),
The F gear (19) (37 teeth) is on the drive shaft (12)
It is provided rotatably via an annular shaft (20) and operates on a drive shaft (12) via a one-way clutch (21). The G gear (22) (the number of teeth is 30) is rotatably provided on the main shaft (5) via the annular shaft (23), and the center shaft (9).
It works in conjunction with an H gear (24) (having 20 teeth) provided on the same body. The main shaft (5), the center shaft (9) and the drive shaft (12) are all provided in parallel with each other and are compactly housed in the case (30). The distance between the drive shaft (12) and the center shaft (9) is 1.5 times the distance between the center shaft (9) and the main shaft (5) (illustrated example). These three axes are not necessarily the same. It can be miniaturized by arranging it not on a plane, but also improves the degree of freedom in design. The B clutch (14) has a larger diameter than the other clutches, but the clutch on the drive shaft (12) has one length, which helps to reduce the size and weight of the device. Drive shaft (1
A switching device (48) is provided on the left side of 2), and the large sun gear (25) is positively moved by a ring gear (27) fixed to a case (30) of a Ravigneaux type planetary gear device via a long pinion (26). A rolling deceleration action is applied to the annular counter shaft (29) via the carrier (28). Carrier (28)
The upper short pinion (57) moves the switching device (48) to the right through the small sun gear (58), and a reverse deceleration action is obtained through the carrier (28).

【作用】[Action]

【０００５】エンジン（１）の出力はトルクコンバータ
（３）にて公知の所定の作動をして入力軸（４４）、入
力スプロケツト（４５）、チエーン（４６）を経由して
主軸（５）を回転する。第１速はＡクラツチ（６）のみ
を作動して、主軸（５）の回転はＡギヤ（７）、Ｂギヤ
（１０）、Ｅギヤ（１８）及Ｆギヤ（１９）を経由し
て、ワンウエイクラツチ（２１）の作動により駆動軸
（１２）を連動し、其減速比３，９２６の第１速を得ら
れる。第２速はＡクラツチ（６）の作動によりＡギヤ
（７）、Ｂギヤ（１０）及Ｃギヤ（１３）を経由して、
Ｂクラツチ（１４）の作動により駆動軸（１２）上にて
減速比２，７０５を得る。第３速はＣクラツチ（１７）
のみを作動して、Ｄギヤ（１５）、Ｅギヤ（１８）及Ｆ
ギヤ（１９）を経由して、ワンウエイクラツチ（２１）
の作動により、駆動軸（１２）上にて減速比２，１７６
に連動する。第４速はＣクラツチ（１７）の作動により
Ｄギヤ（１５）、Ｅギヤ（１８）、Ｂギヤ（１０）及Ｃ
ギヤ（１３）を経由して、Ｂクラツチ（１４）を作動し
て駆動軸（１２）上にて減速比１，５１５を得られる。
第５速はＤクラツチ（３１）の作動により、Ｇギヤ（２
２）、Ｈギヤ（２４）、Ｅギヤ（１８）及Ｆギヤ（１
９）を経由して、ワンウエイクラツチ（２１）を作動し
駆動軸（１２）の其減速比は１，０７０となる。第６速
は同じくＤクラツチ（３１）の作動により、Ｇギヤ（２
２）、Ｈギヤ（２４）、Ｂギヤ（１０）及Ｃギヤ（１
３）を経由して、Ｂクラツチ（１４）の作動により駆動
軸（１２）上の減速比は０，７４６となる。後退時は、
切替装置（４８）を右方へ移動して、副軸（２９）上に
て減速の逆転を得られる。切替装置（４８）は前進時は
左方へ移動して、駆動軸（１２）から副軸（２９）に正
転の減速回転する。差動装置（４９）内のダブルピニオ
ン（５０）（５１）を介してリングギヤ（５２）内のサ
ンギヤ（５３）及キヤリヤ（５４）が夫々左右取出軸
（５５）（５６）を介して左右前車輪（共に図示せず）
を駆動する。公知のようにエコノミー走行時は第２、
３、４速にて発進可能であり、通常第１速発進の場合第
２速を省略し、第２速発進の場合第３速を省略して、次
速度段に移行する事により変速シヨツクを緩和する。こ
れらは公知のコンピユーターによるコントロール（図２
参照）により自動的に可能なものである。Ａ、Ｂ、Ｃ、
Ｄの４個のクラツチ（６）（１４）（１７）（３１）の
作動は、ポンプ（３２）による加圧が図２に示された公
知の制御回路により制御され、各油路（３３）（３４）
（３５）（３６）を経由して、個々に作動させるもので
あり、各クラツチには各々シリンダー（３７）、ピスト
ン（３８）、スプリング（３９）及多板クラツチ（４
０）が公知の通り設置してある。次に本発明自動変速機
の特徴として、第１〜６速の作動が、常に次回の作動の
前に各クラツチが緩めてあり、従つて次の速度段での即
応性のいい事である。即ちＡクラツチ（６）よりの第１
速では、其作動前に予じめＡクラツチ（６）が開いて待
機しており（以下開待と略称する）第２速では、Ｂクラ
ツチ（１４）が開待し、第３速では、Ｃクラツチ（１
７）が開待し、第４速では、Ｂクラツチ（１４）が開待
し、第５速では、Ｄクラツチ（３１）が開待し、第６速
では再びＢクラツチ（１４）が開待する。後退時はＣク
ラツチ（１７）が開待出来る。これらは各クラツチの作
動中に他のクラツチは休止し、従つてスプリング（３
９）により緩まり開き、次の速度段用に待機する事によ
るものであり、いずれの速度段にせよ、スムーズな連続
的変速を可能としたものである。在来低速度段でのエン
ジンブレーキが不能であつたが、本発明による自動変速
機では第２速（特願平３−９９９０３号明細書中のＨ第
１速に相当）、４速及６速の３速度段で有効なエンジン
ブレーキ作用を得られ其実用性が向上する。The output of the engine (1) is subjected to a known predetermined operation in the torque converter (3) to pass through the input shaft (44), the input sprocket (45) and the chain (46) to the main shaft (5). Rotate. In the first speed, only the A clutch (6) operates, and the rotation of the main shaft (5) passes through the A gear (7), B gear (10), E gear (18) and F gear (19), The drive shaft (12) is interlocked by the operation of the one-way clutch (21), and the first speed with the reduction ratio of 3,926 can be obtained. In the second speed, the operation of the A clutch (6) passes through the A gear (7), B gear (10) and C gear (13),
By operating the B clutch (14), a reduction ratio of 2,705 is obtained on the drive shaft (12). Third speed is C clutch (17)
Actuating only D gear (15), E gear (18) and F gear
One-way clutch (21) via gear (19)
Operation causes the reduction ratio of 2,176 on the drive shaft (12).
Interlock with. In the 4th speed, the operation of the C clutch (17) causes the D gear (15), the E gear (18), the B gear (10) and the C gear.
Via the gear (13), the B clutch (14) is actuated to obtain a reduction ratio of 1,515 on the drive shaft (12).
In the fifth speed, the operation of the D clutch (31) causes the G gear (2
2), H gear (24), E gear (18) and F gear (1
The one-way clutch (21) is actuated via 9) and the reduction ratio of the drive shaft (12) becomes 1,070. In the sixth speed, the G gear (2
2), H gear (24), B gear (10) and C gear (1
By way of 3), the reduction ratio on the drive shaft (12) becomes 0,746 due to the operation of the B clutch (14). When retreating,
Reversing the deceleration can be obtained on the counter shaft (29) by moving the switching device (48) to the right. The switching device (48) moves to the left when moving forward and rotates in the forward direction to the auxiliary shaft (29) from the drive shaft (12). The sun gear (53) and the carrier (54) in the ring gear (52) through the double pinion (50) (51) in the differential device (49) respectively front and left via the left and right extraction shafts (55) (56). Wheels (both not shown)
To drive. As is well known, when traveling in economy, the second,
It is possible to start in the 3rd and 4th speeds. Normally, the 2nd speed is omitted in the case of the 1st speed start, the 3rd speed is omitted in the case of the 2nd speed start, and the shift speed is changed by shifting to the next speed stage. ease. These are controls by a known computer (Fig. 2
(See) can be automatically done. A, B, C,
The operation of the four clutches (6) (14) (17) (31) of D is controlled by the well-known control circuit shown in FIG. 2 by pressurization by the pump (32), and each oil passage (33). (34)
(35) and (36) are individually operated, and each clutch has a cylinder (37), a piston (38), a spring (39) and a multi-plate clutch (4).
0) is installed as is known. Next, as a feature of the automatic transmission of the present invention, the operation of the first to sixth speeds is such that each clutch is always loosened before the next operation, and therefore the quick response at the next speed stage is good. The first from A clutch (6)
In the second speed, the A clutch (6) is opened and waiting before the operation (hereinafter abbreviated as waiting) in the second speed, the B clutch (14) is opened, and in the third speed, C clutch (1
7) open, the B clutch (14) opens in the 4th speed, the D clutch (31) opens in the 5th speed, and the B clutch (14) opens again in the 6th speed. To do. When retreating, C clutch (17) can wait. During the operation of each clutch, these rest the other clutches and thus the spring (3
This is because it loosens and opens due to 9) and waits for the next speed stage, which enables smooth continuous shifting regardless of which speed stage. Although engine braking was not possible in the conventional low speed stage, in the automatic transmission according to the present invention, 2nd speed (corresponding to H 1st speed in Japanese Patent Application No. 3-99903), 4th speed and 6th speed. The effective engine braking action can be obtained at the three high speed stages, which improves the practicality.

【実施例】【Example】

【０００６】本発明の図示例の外、各ギヤの歯数及ワン
ウエイクラツチの使用個所の変更により、更に図４示の
第２実施例のように、エンジン（１）を左右取出軸（５
５）（５６）の前方に配置する事により、前車輪荷重配
分増大型として（この場合エンジンはやゝ後傾型とな
る）其用途と使用条件に応じて、種々応用実施出来る。In addition to the illustrated example of the present invention, by changing the number of teeth of each gear and the use position of the one-way clutch, the engine (1) can be moved to the left and right extraction shafts (5) as in the second embodiment shown in FIG.
5) By arranging in front of (56), it is possible to carry out various applications as a front wheel load distribution increasing type (in this case, the engine is slightly rearward leaning type) depending on the application and use conditions.

【発明の効果】【The invention's effect】

【０００７】この発明は以上のように、Ｂクラツチ（１
４）及ワンウエイクラツチ（２１）が各々３速分の作動
を兼用する為、全部で８個という少い総ギヤ数と、４個
というクラツチ数にも拘らず、前進６速、後退１速（以
上）を得られ、装置全体を一層の軽小化し、適切なエン
ジンブレーキを低速度段に於て確保する利点があり、直
列６気筒エンジンの横置配置を容易に達成し其コスト削
減と軽量化による効果は大きく、左右取出軸（５５）
（５６）の後方で前傾して、エンジン本体の配置が出来
る事により大出力車の前後の重量配分はより適性化され
る。（図３参照）As described above, the present invention provides the B clutch (1
4) Since the one-way clutch (21) also operates for the third speed, the sixth gear forward and the first gear reverse (in spite of the small total number of gears of eight and the number of clutches of four) The above is obtained, and there is an advantage that the whole device is further miniaturized and an appropriate engine brake is secured at a low speed stage. It is easy to achieve the horizontal arrangement of the in-line 6-cylinder engine, and it is possible to reduce the cost and the weight. The effect of this is large, and the left and right extraction shafts (55)
By leaning forward behind (56) and disposing the engine body, the weight distribution before and after the high-power vehicle is made more appropriate. (See Figure 3)

【図面の簡単な説明】[Brief description of drawings]

【図１】本発明の自動変速機の第１実施例を示す正断面
図であり、左上部は其一部概略図である。FIG. 1 is a front sectional view showing a first embodiment of an automatic transmission according to the present invention, in which an upper left part is a schematic view thereof.

【図２】其変速制御回路を示した概略図である。FIG. 2 is a schematic diagram showing a shift control circuit thereof.

【図３】其側断面概略図である。FIG. 3 is a schematic side sectional view thereof.

【図４】其第２実施例を示す側断面概略図である。FIG. 4 is a schematic side sectional view showing a second embodiment.

【符号の説明】[Explanation of symbols]

４１ ロツクアツプクラツチ ４２ ラジアルベアリング ４３ パーキングギヤ 41 Lockup clutch 42 Radial bearing 43 Parking gear

Claims (1)

【特許請求の範囲】 【請求項１】各々平行に設定された、エンジン軸と同心
の入力軸と入力スプロケツトよりチエーンを介して駆動
される出力スプロケツトを同体に設けた、主軸、中軸及
駆動軸により構成され、Ａギヤ、Ｄギヤ及Ｇギヤを主軸
上に、Ｂギヤ、Ｅギヤ及Ｈギヤを中軸上に及ＣギヤとＦ
ギヤを駆動軸上に夫々配置し、且主軸上でＡクラツチ、
Ｃクラツチ及Ｄクラツチを作動させ、駆動軸上にてＢク
ラツチ及ワンウエイクラツチを夫々作動せしめ、前記の
各ギヤに連動させて、６段の変速を得られる事を特徴と
する自動変速機。Claim: What is claimed is: 1. A main shaft, a center shaft, and a drive shaft, wherein an input shaft concentric with an engine shaft and an output sprocket driven by a chain from an input sprocket, which are set in parallel, are provided in the same body. The A gear, the D gear and the G gear are on the main shaft, the B gear, the E gear and the H gear are on the center shaft, and the C gear and the F gear.
Gears are respectively arranged on the drive shafts, and A-clutch on the main shaft,
An automatic transmission characterized by activating C-clutch and D-clutch and activating B-clutch and one-way clutch on the drive shaft respectively, and interlocking with each of the above-mentioned gears to obtain 6 speeds.